Internal combustion engine



INTERNAL COMBUSTION ENGINE Filed Aug. 26, 1929 .5 Sheets-Sheet l INVENTOR JOHN B. HIRD JR.

ATTORNEY N 7, 1932. J 5 HlRD. JR 1,861,743

INTERNAL COMBUSTION ENGINE INVENTOR e n a W, ff/1 14/41 a g JOHN B HIRD JR.

ATTO R N EY June 7, 1932. I J H|RD JR 1,861,743

INTERNAL COMBUSTION ENGINE Filed Aug. 26, 1929 3 Sheets-Sheet 3 INVENTOR JOHN B. HIRD JR.

k emww ATTORNEY Patented June 7, 1932 UNET series JGHN B. HIE-D, JEL, OF SEiftTTLE, WASHINGTON, ASSIG-NOB T0 FRANK B. PENDLETON, 0E EVERETT, WASHINGTON INTERNAL CQMBUSEIQN ENGINE Application filed August 26, 1929.

This invention relates to improvements in internal combustion engines and it has ref erence in particular to engines of that type of construction embodying a plurality of cylinders each fitted with a reciprocally contained fuel pumping element and also with a power piston reciprocally contained within the pumping element, and wherein the pumping element associated with each cylinder serves, in the additional capacity, as a valve member for controlllng the admittance and the exhaustion of fuel charges from the combustion chamber of that cylinder.

It is the principal object of the present invention to provide a multiple cylinder engine of the above stated character wherein a more efiicient and positive injection of charges to the several combustion chambers is insured by combining and timing the action of the several pumping elements that they will operate in pairs, and each cylinder will be caused to receive its charge by the action of the particular pump element directly associated therewith, augmented by the action of that of another cylinder.

Another object of the invention resides in the provision of manifold of novel construction, and in the arrangement of passages therein and in the engine block for the interconnection of the pump cylinders of the various units with the fuel intake and compression chambers of other units;

Other objects of the invention reside in the various details of construction and in Serial No. 388385.

irregular line 3-3 in Fig. 1, through the several units.

Fig. 4 is a transverse section through one of the cylinder units.

Fig. 5 is an enlarged, sectional detail of a part of the engine illustrating the oil drainage from the cylinder wall.

Fig. 6 is a diagram showing the relative positions of the cranks for the various units.

Figs. 7 and 8 are diagrammatic views illustrating the relative positions of the valve pistons and the pump pistons of associated units during intaking and compression of fuel charges.

In a preferred form of construction the present engine embodies four parallel power cylinders as designated by reference numerals 1, 2, 3 and 4:. Preferably the several cyl- V inders would be cast in a single block and would be suitably water jacketed for cooling purposes. This block is mounted upon a crank case 5- into which the lower end of all cylinders open and a crank shaft 6 is rotatably supported in bearings 7; the crank shaft being in the vertical plane of the several cylinders. Withinthe upper portion of the crank case are four parallel pump cylinders of approximately twice the diameter ofthe block cylinder and ofabout half their length; these latter cylinders, designated by reference numerals 1a, 2a, 3a and 4a, being the pump cylinder and each is associated with one of the block cylinders. The preferred relationship -of the pump cylinders to the block cylindersis shown in Fig. 1,

which discloses the axes of all cylinders l and 2 offset to the left of the axial lines of their respective pump cylinders and with the cylinders 3 and f offset to the right of the axial lines of their respective pump cylinders.

Fitted withineach of the block cylinders is reference numerals 8, 9, 10 and 11 andtheir enlarged lower end portion forming the pump pistons by numerals 8a, 901., 10a and 11a.

It is to be noted that the enlarged lower end portions of the several pistons are axially parallel with the upper portions but are eccentric thereto. This arrangement prevents rotative movement of the pistons in their cylinders and makes it practical to use a single connecting crank for the reciprocation of each piston.

Reciprocally contained within the valve pistons 8, 9, 10 and 11, respectively, are power pistons 12, 13, 14 and 15 operatively connected to the crank shaft by rods 16. Also, there are rods 17 operatively connecting the crank shaft with the valve pistons 8, 9, 10 and 11 to cause the latter to reciprocate to the same extent but oppositely to their contained power pistons; this being efiected by placing the crank shafts diametrically opposite those for the valve pistons. It is to be observed, also, that the cranks of successive power pistons, lengthwise of the crank shaft, are each advanced 90 with the respect to the one next preceding it. Likewise, the cranks of successive valve pistons are each advanced 90 with respect to the one preceding it. This places the crank throws of the successive units from left to right in the relation as illustrated in Fig. 6. In this view, 10 designates the throws connected with the valve pistons.

Each of the cylinders, 1, 2, 3 and 4 is provided near its upper end with a plurality of ports 20 arranged in the same horizontal plane about the cylinder wall and connecting as shown at the right end of Fig. 3, with passages 21 leading to a fuel supply manifold 22 mounted at the side of the cylinder block and supplying carbureted or gassified fuel to all cylinders. These ports, of each cylinder, are uncovered by the valve pistons of their respective cylinders, when the latter have moved downwardly about half the length of their stroke, as shown in the cylinder 2 in Figure 1, and this permits the intaking of a fuel charge, as will hereinafter be more fully described; these ports remaining open until the piston again moves upwardly. Each valve piston is closed near its upper end by a wall which forms the upper end wall of a combustion chamber within the piston and.

above the power piston that is sli'dable therein, opening outwardly from each valve piston, just below the upper end walls, are fuel. inlet ports 31 designed to permit the passage of fuel charges therethrough into the combustion chambers when the sleeve pistons have moved upwardly to their upper limits of travel which brings these ports into registration with fuel delivery ports 32 opening through the cylinder walls from the compression chambers, presently mentioned.

Each valve piston, also, is provided toward its lower end with a plurality of exhaust ports 35 which are so located that, when the piston is at its upper limit of travel, and its corresponding power piston is at its lower limit of travel, these ports will be uncovered by the piston for the exhaustion of a burned fuel charge from the lower end of the combustion chamber through exhaust ports 38 provided in the cylinder walls; these ports of the several cylinders opening into the exhaustmanifold 39 shown at the side of the engine.

A feature of this present construction rcsides in the co-action of the several valve and pump pistons for the intaking of fuel charges and for their injection into the combustion chambers. As best shown in Fig. 2, it is to be observed that the upper ends of the severalcylinders open into individual chambers which, for the purpose of explanation, I have termed the compression chambers. These chambers, corresponding to the four cylinders 1, 2, 3 and 4, respectively are designated by the reference numerals 41, 42, 43 and 44, and it is to be observed that each has provision for communication with the combustion chamber within its corresponding valve piston through the ports 32. Fitted over the cylinder block is a manifold 45 and this is provided with a plurality of channels, as shown in Figure 2, whereby each compression chamber is connected with one of the pump cylinders. Referring to Figure 2, 48 designates a channel in the manifold that connects through an opening 49 at one end thereof with the top of the chamber 41 and at its other end with a passage 50 that leads downwardly within the engine block into the upper end of the pump cylinder 20; 52 designates a similar channel in the manifold that connects the compression chamber 42 with a block channel leading to the top of pump cylinder 4a; 56 designates a channel connect ing chamber 43 with a passage 57 in the block to pump cylinder 1a and 58 designates a manifold channel. that connects chamber 44 with a passage 59 to pump cylinder 3a.

The fuel charges, after being taken into the cylinders and after being compressed, are ignited by use of the usual spark plugs, as at 60, and these are mounted in openings 61 in the cylinder walls and are uncovered by the movement into registration therewith of ports 31 in the walls of the sleeve pistons. when the latter have moved downwardly to the proper distance.

Assuming the parts of the engine to be so constructed. and to be assembled as described. operation would be as follows:

After an explosion takes place in a combustion ch amber. the power piston of that cham her is driven downwardly and the valve piston is driven upwardly so that at the end of their strokes they w ll assume the position as shown in cylinder 1 in Figure 1. At this time the valve ports 31 register with the ports 32 of the compression chamber 41 and a charge of fuel is injected into the combustion chamber driving the burned charge out through the ports 35 which, at the same time, are uncovered by the power piston and are in registration with the ports 38 into the exhaust manifold. The following downward movement of the valve piston and the simultaneous upward movement of the power piston therein compresses the freshly intaken charge, and then, at the completion of this stroke, the parts assume the relation, as shown in cylinder 4 of Fig. 1; the charge then being fully compressed and it is ignited by the spark plug firing through port 31. Ignition of the charge drives the pistons back to their opposite limits.

During operation of the engine, the full charges are drawn into the various compression chambers 41, 42, 13 and at through their connecting passages with the supply manifold by the action of the various pump and valve pistons. It is to be observed that each valve piston is reciprocated by a crank that is advanced 90 with respect to the crank which reciprocates the pump piston that is associated therewith, that is, movement of sleeve piston S is 90 in advance of the pump piston 9a; piston 9 is 90 in advance of pump piston 11a; piston 10 is 90 in advance of pump piston 8a and piston 11 is 90 in advance of pump piston 100;. This particular relationship of each pair of associated valve and pump pistons provides that, following the injection of a fuel charge into the combustion cylinder of the valve piston, each will move downwardly, thereby creating partial vacuum in the associated compression chamber which will cause a fresh charge of fuel to be intaken into the chamber. Then. following this, both move upwardly to compress the intaken charge and is delivered into the combustion chamber of the valve piston during the interval that the ports 31 of the latter are in registration with the ports 32.

It is to be observed. also. that, since the pump piston continues to advance upwardly during the injection of the charge, the pressure is maintained in the chamber by reason of the fact that the skirt portion of the valve piston then covers the ports of the intake manifold connection and the pump piston is still on its upstroke and continues to move upwardly until the valve piston has moved downwardly a distance that is sufficient to close off the passages into the combustion chamber. In Fig. 7 of the drawings I have illustrated diagrammatically the movement and relationship of the valve and pump piston of associated cylinders, during the interval that the valve piston in the left-hand cylinder is moving downwardly a quarter turn in advance of the pump piston of the other cylinder. This shows a fuel charge being intaken into the compression chamber by the partial vacuum created incident to downward movement of these pistons. In Fig. 8 I have illustrated in a similar manner how the fuel charge that was previously intaken was advanced into the combustion chamber of the valve piston at the left-hand side. It is to be observed that with the parts in this latter position the upper end of the valve piston closes off the inlet to the fuel manifold and the charge is delivered under compression into the combustion chamber.

In Fig. 5 of the drawings, I have illustrated a novel feature of construction for preventing the pumping of oil along the cylinder walls. In this arrangement, a packing ring is seated within a groove 71 in the cylinder wall. The ring wipes the face of the sleeve piston and oil that is wiped therefrom, during' its upward or downward travel, isfcd into enlarged annular space 73 formed at the base of the groove. From this annular space a channel leads to the crank case; this arrangement feeds back any oil that may pass to the cylinder wall and prevents its working past the ring.

Having thus described my invention, what I claim as new therein and desire to secure by Letters-Patent, is

1. In an engine of the character described, a plurality of power cylinders, each having an exhaust port, a compression chamber at one end of each cylinder provided with a fuel inlet port and having a delivery port into the cylinder, a pump cylinder at the other end of each power cylinder, each having a passage connecting it with the compression chamber of another cylinder, a valve piston reciprocable in each power cylinder to control the admittance of charges into the compression chamber and formed with an interior combustion chamber with inlet and outlet ports adapted to move into registration with the compression chamber delivery port and the cylinder exhaust port, a pump pistonrat the end of each valve piston operable in the corresponding pump cylinder, power pistons within the valve pistons, a crank shaft, means connecting the crank shaft with the power pistons and with the valve pistons whereby their movements are so synchronized that each valve piston is augmented by pump piston of another cylinder to effect the intaking and compression of charges in the compres sion chamber and whereby the valve pistons are positioned to open and close the ports for the admittance of the compressed charges into the combustion chamber and the exhaustion of the charges therefrom.

2. In an engine of the character described, a plurality of power cylinders each with an exhaust port, a compression chamber opening.

into the upper end of each cylinder and having a fuel inlet port and having a fuel delivery port therefrom into the cylinder, a pump cylinder at t is lower end of each power cylinder with a passage connecting it with the compression chamber of another cylinder, a valve piston in each power piston having a closed upper end and an open lower end and formed about its lower end with a pump piston fitted in the corresponding pump cylinder, a combustion chamber in each valve piston havin inlet and exhaust ports adapted to register with the fuel delivery and exhaust ports of the power cylinder when the valve piston is at the upper end of its stroke, a crank shaft, a power piston in each valve piston, rods connecting the power pistons with the crank shaft to drive the latter, rods connecting the crank shaft with the valve pistons to reciprocate the latter to control the intaking and exhaustion of the fuel charges from the cylinder and in such synchronization that the action of each valve piston for the intaking and compression of its fuel charges is augmented by the action of a pump piston of another cylinder and whereby the pump pistons operate to maintain the compression during the delivery of a charge into the combustion chamber.

3. An internal combustion engine, a unit comprising a power cylinder provided near its upper end with a series of fuel delivery ports and near its lower end with an exhaust port, and opening at its upper end into a compression chamber provided with a series of ports opening thereinto through the cylinder wall from a fuel supply manifold, a valve piston reciprocally operable in the power piston to control delivery through the various ports and to efiect the intaking and compression of fuel charges in the compression cha1nher; said valve piston being formed with an interior combustion chamber with inlet and exhaust ports adapted to simultaneously register with the delivery and exhaust ports of the cylinder when at its upper limit of travel, a crank shaft. means connecting the power piston with the crank shaft for driving the latter, means connecting the valve piston with the crank shaft to reciprocate it oppositely to the power piston; said valve piston moving downwardly for intaking a fuel charge into the compression chamber, then moving upwardly to compress the charge and to deliver itinto the combustion chamber; said power piston moving downwardly to uncover the exhaust port to exhaust a used charge while receiving a fresh charge, and then moving upwardly as the valve piston moves downwardly to compress the charge, and means for igniting the compressed charge.

4. An engine embodying a plurality of units as set forth in claim 3 and wherein each unit has a pump associated therewith operable to augment the valve portion of another unit for the intaking and compression of fuel charges and their delivery into the combustion chambers.

5. In an engine of the character described, a plurality of power cylinders, a compression chamber associated with each and having an intake port opening thereinto from nsen74s a source of fuel supply through the cylinder wall and having a delivery port leading therefrom through the cylinder wall, a pump cylinder associated with each power cylinder and having a passage connecting it with the compression chamber of another cylinder, a hollow valve piston reciprocable in each power cylinder and formed with an interior combustion chamber and a lateral port opening from the chamber through the piston wall adapted at one position of the piston to register with the delivery port from the compression chamber and reciprocable in the cylinder across the intake port to control the intaking of fuel charges within the compression chamber and across the delivery port to permit their delivery into the combustion chamber, a pump piston movable with each valve piston in its corresponding pump cylinder and means for synchronizing the movements of the valve and pump pistons in the several cylinders for effecting the intaking and compression of fuel charges within the combustion chambers and the advancement of the charges into the combustion chambers.

G. In an engine of the character described a. plurality of power cylinders, a compression chamber associated with each and hav ing connection through a lateral intake port in the cylinder wall with a source of fuel supply and having a delivery port opening from the compression chamber through the cylinder wall, a pump cylinder associated with each power cylinder and having a con necting passage with the compression cham ber of another cylinder, a valve piston reciprocable in each power cylinder and across the intake and delivery ports and having an interior combustion chamber with a lateral port adapted in one position of the piston to register with the delivery port from the compression chamber, a pump piston movable with each of the valve pistons and a power piston reciprocable in each of the valve pistons and means synchronizing the movements of the valve, pump and power pistons for the intaking and compression of the fuel charges in the combustion chambers and the intaking and compression of fuel charges within the compression chambers.

Signed at Seattle, Washington, this 29th day of July, 1929.

7 JOHN B. HIRD, JR. 

